CN102022212B - Method and system for reducing operating errors in a variable value actuation system - Google Patents

Method and system for reducing operating errors in a variable value actuation system Download PDF

Info

Publication number
CN102022212B
CN102022212B CN201010279519.XA CN201010279519A CN102022212B CN 102022212 B CN102022212 B CN 102022212B CN 201010279519 A CN201010279519 A CN 201010279519A CN 102022212 B CN102022212 B CN 102022212B
Authority
CN
China
Prior art keywords
period
lift
engine
instruction
module
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201010279519.XA
Other languages
Chinese (zh)
Other versions
CN102022212A (en
Inventor
A·B·雷尔
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Publication of CN102022212A publication Critical patent/CN102022212A/en
Application granted granted Critical
Publication of CN102022212B publication Critical patent/CN102022212B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/08—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing for rendering engine inoperative or idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L2001/34486—Location and number of the means for changing the angular relationship
    • F01L2001/34496—Two phasers on different camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/03—Stopping; Stalling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/042—Crankshafts position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

A method and control module for controlling an engine includes a lift command module that commands a first lift state after detecting an engine shut-down signal and a shut-down delay determination module that determines a shut-down delay period, that continues spark and fuel control before the shut-down delay period and that ends spark and fuel control to shut down the engine after the shut-down delay period.

Description

For reducing the method and system of the operate miss in variable valve actuation system
Technical field
The present invention relates to variable valve actuation system, and relate more specifically to the system for reducing the operate miss in variable valve actuation system.
Background technique
The content of this part only provides the background information relevant with the present invention, and or may may can not form prior art.
Vehicle comprises internal-combustion engine, and internal-combustion engine produces driving torque.More specifically, intake valve optionally opens to be drawn in the cylinder of motor by air.Air and fuel mix are to form ignition mixture.Ignition mixture compresses and burned with the piston driven in cylinder in cylinder.Exhaust valve is optionally opened to allow exhaust to discharge from cylinder after being combusted.
Rotating cam axle regulates the opening and closing of intake valve and exhaust valve.Camshaft comprises the multiple cam lobes rotated with camshaft.The profile determination valve lift progress of cam lobe.More specifically, valve lift progress comprises the amount of time (endurance) of valve opening and the amplitude of valve opening or degree (lift).
Variable valve actuation (VVA) technology improves fuel economy, engine efficiency and/or performance by revising valve lift event, timing and endurance according to engine operating condition.Two-stage VVA system comprises changeable air valve assembly, changeable rocking arm finger-type thing driven member (SRFF) of such as hydraulic control.SRFF allows two the discrete valve state (such as, low lift condition or high lift state) on intake valve and/or exhaust valve.
With reference to figure 1, illustrate in greater detail hydraulic lift mechanism (that is, SRFF mechanism) 10.One skilled in the art can appreciate that SRFF mechanism 10 is only exemplary in essence.SRFF mechanism 10 is pivotally mounted to hydraulic lash adjuster 12 and the valve stem 14 of contact intake valve 16, and intake valve 16 optionally opens and closes the gas-entered passageway 18 to cylinder 20.Engine intake valve 16 optionally promotes in response to the rotation of admission cam shaft 22 and reduces, and multiple cam lobe (such as, low lift cam lobes 24 and high-lift cam salient angle 26) is installed to admission cam shaft 22.Admission cam shaft 22 moves into gas camshaft axis 28 and rotates.Although exemplary embodiment describes the SRFF mechanism 10 of operation on engine intake valve 16, one skilled in the art can appreciate that SRFF mechanism can operate similarly on exhaust valve 30.
SRFF mechanism is transitioned into high lift state from low lift condition based on the engine speed of institute's instruction and load by control module, and vice versa.Such as, the internal-combustion engine operated with the engine speed raised (such as, 4000 turns of per minutes (RPM)) needs SRFF mechanism with high lift state of operation usually to provide the inlet air stream of expectation.In addition, may be damaged when valve train operates with low lift condition under high engine speed.Realize upper limit of hydraulic cam phaser by the oily flow controlling to cam actuator (such as, phase shifter) move and locate.Complete this flow control by valve, this valve can to supply oil in the volume on the side of phase shifter blade and to provide path for the opposite side upper volume of this blade with emptying or be back in fuel tank simultaneously.The flow rate of oil changes according to the area of the flow port exposed.The control of flow realizes by changing the size being applied to the power of spool, and this power obtains from solenoid.
When killing engine, valve can be in various state.When motor starts again, if valve is in various lift condition or unknown lift condition, starting time can increase and can owing to coming from the potential important conversion that not controlled lift changes and the wearing and tearing produced valve parts.
Summary of the invention
The invention provides a kind of system and method that synchronous lift changes while inactive motor, make starting subsequently will from acquiescence lift condition.
In one aspect of the invention, the method controlling motor comprises detection tail-off signal; And afterwards, instruction first lift condition.The method also comprises to be determined to close the delay period; And before closedown postpones the period, continue spark and fuel control.The method terminates spark after being also included in and closing the delay period and fuel controls to kill engine.
In another aspect of this invention, control module comprises lift instruction module, and described lift instruction module is instruction first lift condition after detection tail-off signal; And close and postpone determination module, described closedown postpones determination module and determines to close and postpone the period, continued spark and fuel and controlled and after closedown postpones the period, terminated spark and fuel controls to kill engine before closedown postpones the period.
The present invention relates to following technical proposals.
1. control a method for motor, described method comprises:
Detect tail-off signal;
Afterwards, instruction first lift condition;
Determine to close and postpone the period;
Before closedown postpones the period, continue spark and fuel control; And
After closedown postpones the period, end spark and fuel control to kill engine.
2. the method according to scheme 1, wherein, detects tail-off signal and comprises from ignition system detection tail-off signal.
3. the method according to scheme 1, wherein, after instruction first lift condition, accessory load of stopping using.
4. the method according to scheme 1, wherein, after instruction first lift condition, reduces pumping load.
5. the method according to scheme 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on the rotation deceleration event period.
6. the method according to scheme 5, wherein, rotates the deceleration event period based at least one in engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
7. the method according to scheme 5, wherein, rotates the deceleration event period based on engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
8. the method according to scheme 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on the hardware event skew period.
9. the method according to scheme 8, wherein, hardware event offsets the difference that the period comprises minimum low lift events period and current low lift events period.
10. the method according to scheme 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on rotation deceleration event period, hardware event skew period and maximum low lift paramount lift events period.
11. 1 kinds of control system for motor, described system comprises:
Lift instruction module, described lift instruction module is instruction first lift condition after detection tail-off signal; And
Close and postpone determination module, described closedown postpones determination module and determines to close and postpone the period, continued spark and fuel and controlled and after closedown postpones the period, terminated spark and fuel controls to kill engine before closedown postpones the period.
12. control system according to scheme 11, wherein, motor deactivation module produces tail-off signal.
13. control system according to scheme 11, also comprise accessory load control module, and described accessory load control module is stopped using accessory load after lift instruction module instruction first lift condition.
14. control system according to scheme 11, also comprise accessory load control module, described accessory load control module reduces pumping load after lift instruction module instruction first lift condition.
15. control system according to scheme 11, wherein, close and postpone determination module and determine to close based on the rotation deceleration event period and postpone the period.
16. control system according to scheme 15, wherein, rotate the deceleration event period based at least one in engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
17. control system according to scheme 1, wherein, rotate the deceleration event period based on engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
18. control system according to scheme 11, wherein, close Delay time segment base and offset the period in hardware event.
19. control system according to scheme 18, wherein, the hardware event skew period comprises the difference of minimum low lift events period and current low lift events period.
20. control system according to scheme 11, wherein, close Delay time segment base in rotation deceleration event period, hardware event skew period and maximum low lift paramount lift events period.
Further application is apparent from detailed description provided below.Should be understood that, the detailed description and specific examples are only the object of explanation and are not intended to limit the scope of the invention.
Accompanying drawing explanation
The object of accompanying drawing as herein described only for illustrating, and do not intend to limit the scope of the invention by any way.
Fig. 1 is the sectional view of the exemplary hydraulic lift mechanisms according to prior art;
Fig. 2 is according to the functional block diagram comprising the example vehicle of control system of the present invention;
Fig. 3 is the schematic diagram of the detailed diagram of control module 74; And
Fig. 4 is the flow chart according to the non-invasive methods for the protection of hardware of the present invention.
Embodiment
The following illustrative in nature of preferred embodiment be only exemplary and in no way be intended to limit the invention, its application, or use.For the sake of clarity, the element that identical designated is similar is used in the accompanying drawings.As used herein, term " module " refers to the processor (shared, special or group) of specific integrated circuit (ASIC), electronic circuit, the one or more software of execution or firmware program and storage, combinational logic circuit or provides other suitable parts of described function.
Refer now to Fig. 2, engine system 40 comprises motor 42, and described engine combustion air and fuel mixture are to produce driving torque.Air is drawn into intake manifold 44 by closure 46.Closure 46 regulates the mass flow rate (MAF) entering intake manifold 44.Air in intake manifold 44 is assigned to cylinder 48.Although show 6 cylinders 48, should be understood that, diagnostic system of the present invention can be implemented in the motor with multiple cylinder, includes but not limited to 2,3,4,5,8,10 and 12 cylinders.
Fuel injector (not shown) burner oil, fuel is combined with air when air is drawn in cylinder 48 by air inlet port.Fuel injector can be the sparger be associated with the nozzle of electronics or machine fuel ejecting system, vaporizer or port or other system of making fuel and inlet air mix.Fuel injector is controlled to provide in each cylinder 48 expects air-fuel (A/F) ratio.
Intake valve 52 is is optionally opened and closed to allow air/fuel mixture and is entered cylinder 48.Intake valve position is regulated by admission cam shaft 54.Piston (not shown) is at cylinder 48 compressed airs/fuel mixture.Spark plug 56 starts the burning of air/fuel mixture, thus in cylinder 48 driven plunger.Piston actuated bent axle (not shown) is to produce driving torque.When exhaust valve 58 is in enable possition, the burning and gas-exhausting in cylinder 48 is forcefully discharged exhaust port.Exhaust valve position is regulated by exhaust cam shaft 60.Exhaust is processed in vent systems.Although show single intake valve 52 and exhaust valve 58, be understandable that, motor 42 can comprise multiple intake valve 52 and exhaust valve 58 by each cylinder 48.
Engine system 40 can comprise intake cam phase shifter 62 and the exhaust cam phase shifter 64 of the rotating timing regulating admission cam shaft 54 and exhaust cam shaft 60 respectively.More specifically, the timing of corresponding admission cam shaft 54 and exhaust cam shaft 60 or phase angle relative to each other or relative to the position of piston in cylinder 48 or can to postpone relative to the position of bent axle or in advance.
Thus, the position of intake valve 52 and exhaust valve 58 can relative to each other or relative to the position of piston in cylinder 48 regulate.By regulating the position of intake valve 52 and exhaust valve 58, regulate the amount of the air/fuel mixture got in cylinder 48 being shot, thus regulate Engine torque.
Cam phaser 62 can comprise the phase shifter actuator 65 by electric actuation or hydraulic actuating.Such as, the phase shifter actuator 65 of hydraulic actuating comprises the fluid supply that electricity controlled fluid oil control valve (OCV) 66, OCV 66 controls to flow into or flow out phase shifter actuator 65.
In addition, low lift cam lobes (not shown) and high-lift cam salient angle (not shown) are installed to each admission cam shaft 54 and exhaust cam shaft 60.Low lift cam lobes rotates with admission cam shaft 54 with high-lift cam salient angle together with exhaust cam shaft 60, and with hydraulic lifting mechanism, (such as switching type rocking arm finger-type thing driven member (SRFF) mechanism, operatively contacts as shown in Figure 1).Usually, independently SRFF mechanism operates on each intake valve 52 and exhaust valve 58 of each cylinder 48.In the present embodiment, each cylinder 48 comprises Liang Ge SRFF mechanism.
Each SRFF mechanism provides the valve lift of two levels in intake valve 52 and exhaust valve 58.The valve lift of two levels comprises low lift and high lift, and respectively based on low lift cam lobes and high-lift cam salient angle.In " normally " operation (namely, low lift operation or low lift condition) period, low lift cam lobes makes SRFF mechanism be switched to the second place according to the appointment geometrical shape of low lift cam lobes, thus makes one in intake valve 52 and exhaust valve 58 to open the first prearranging quatity.In high lift operation (namely, high lift state) period, high-lift cam salient angle makes SRFF mechanism be switched to the 3rd position according to the appointment geometrical shape of high-lift cam salient angle, thus making one in intake valve 52 and exhaust valve 58 to open the second prearranging quatity, described second prearranging quatity is greater than described first prearranging quatity.Lift control valve (LCV) 86 hydraulically or use other method to regulate the amount of valve lift.
The position of position transducer 68 sense cam phase shifter 62 and produce the cam phaser position signal of the position of instruction cam phaser 62.Pressure transducer 70 produces pressure signal, and described pressure signal indicates the pressure being supplied to the fluid of the phase shifter actuator 65 of cam phaser 62 to supply.It is contemplated that one or more pressure transducer 70 can be implemented.Engine speed and position transducer 72 in response to motor 42 rotational speed and produce engine speed signal (unit: turn per minute (RPM)).The position of bent axle also can be determined by sensor 72.
Control module 74 comprises processor and storage, such as random access memory (RAM), ROM (read-only memory) (ROM) and/or other suitable electronic storage device.Control module 74 communicates with position transducer 68, pressure transducer 70 and engine speed sensor 72.Control module 74 can receive input from other sensor 76 of example vehicle, and other sensor described includes but not limited to oxygen sensor and/or engineer coolant temperature sensor.
Control module 74 performs the method killed engine, so that valve is in predetermined state when restarting motor.
OCV 66 can be powered by the regulating voltage control module 84 with virtual voltage output.The exemplary voltages or the voltage rating that come from regulating voltage control module 84 can be called as nominal voltage, and the actual output voltage of regulating voltage control module can change along with the time.Regulating voltage control module 84 can have scope, such as, between 11.5 volts to 14.5 volts.The change of the output voltage of regulating voltage control module can cause the solenoidal different power being applied to operation OCV 66.
With reference now to Fig. 3, illustrate in greater detail control module 74.Control module 74 can comprise motor deactivation module 100, and it produces motor disables or tail-off signal.Motor disables can produce from each source, comprises the ignition switch moving to stopping (OFF) position from operation (RUN) position.Without in key vehicle, motor deactivation module can produce motor disables from PUSH button etc.
Control module 74 also can comprise lift instruction module 110.Lift instruction module 110 can produce lift instruction.In following example, the default mode of motor is high lift state.Certainly, low lift condition also may be default mode.Lift instruction module produces lift instruction so that cam part (comprising SRFF) is moved to particular state.Motor disables can be supplied to lift instruction module 110 by motor deactivation module 100.In response to motor disables, lift instruction module 110 can by valve component commands in high lift state or low lift condition.
Rotate deceleration event module 112 can produce and rotate deceleration event period signal, this rotation deceleration event period signal is according to engine speed, changed by the quantity of the rub moment of torsion, the moment of torsion caused by pump, the moment of torsion relevant with any annex, Transmission gear and the cylinder that cause.Rotate the deceleration event period corresponding to the time making engine stop relevant caused by rubbing, consider above-mentioned variable simultaneously.Rotate deceleration event module 112 and also can receive the accessory load state coming from accessory load control module 120.
Hardware I/O (I/O) event offset module 114 produces hardware event skew period signal, and this hardware event skew period signal was forced corresponding to cam hardware the minimum time amount resting on low lift condition before being returned to high lift state.Hardware I/O event offset period can corresponding to a constant, and this constant corresponds to minimum low lift events and deducts current low lift events.That is, this constant remains on the maximum delay time in low lift events.When cam lift hardware is from the low lift time to high lift event, current low lift events variable can be considered.Therefore, Hardware I/O event offset is the difference that minimum low lift events deducts current low lift events.
Control module 74 also can comprise accessory load control module 120.Accessory load control module 120 can all accessory load of instruction, and such as air conditioning, generator etc., so that operation.Any pump relevant with generator also can stop, and to reduce the resistance on motor, thus motor more freely rotates.Throttle position and cam phasing can be conditioned to reduce engine pumping losses.Motor disables can be supplied to accessory load control module 120 by motor deactivation module 100.
Close delay determination module 130 and can receive motor disables from motor deactivation module 100.Close delay determination module 130 and also can receive lift command signal from lift instruction module 110.Close delay determination module 130 and also can receive rotation minimizing event period signal from rotation deceleration event module 112.Close delay determination module 130 and also can receive Hardware I/O event offset period signal from Hardware I/O event offset module 114.
Close delay determination module 130 to determine based on the various inputs coming from module 100-114 to close delay.Close delay to change according to the maximum low lift paramount lift events period, the maximum low lift paramount lift events period is the maximum time quantity between low lift events and high lift event.This quantity was increased by Hardware I/O event period.Can by rotate deceleration event period from maximum low lift paramount lift events period and Hardware I/O event period with deduct.
Close delay determination module 130 and can produce closedown delay signal, close delay signal and successively decrease to prevent tail-off in predetermined time amount.By waiting for predetermined time amount, the position of valve can change to default conditions, such as high lift state in this case.Before the engine is completely stopped, the synchronous change of shut-in time permission lift condition, and if only if motor has enough momentum to complete the spark of stopping using on fuel and cylinder when lift condition changes under suitable handoff-security crank shaft angle.Close delay determination module and will continue fuel and spark by control fuel and spark control module 134 during the turn-off delay time period.After the turn-off delay time period, fuel and spark control module will be stopped to fuel and the spark of motor by instruction.
Refer now to Fig. 4, set forth a kind of method of stopping using for the synchronous two step cam lifts when tail-off.In step 210, ato unit cuts out.As mentioned above, tail-off is by carrying out ato unit closedown by key turns to OFF position or by select button in keyless systems.
In step 212, determine whether valve is in low lift condition.In step 212, if valve is in low lift condition, so step 214 is by paramount for lift mechanisms instruction lift condition.In this example, before tail-off, high lift state is expected.In step 216, accessory load is closed and pumping loss reduces.Such as, various annex can be closed, such as air conditioning, generator and power steering pump etc.Pumping loss can be reduced by change cam orientation or throttle position.
In step 218, determine to rotate the deceleration event period.The rotation deceleration event period can rotate the geared-down engine relevant time corresponding to each physical condition based on motor.Such as, the rotation deceleration event period can change according to engine speed, the moment of torsion relevant with the friction of motor, the moment of torsion relevant with the pumping of motor, accessory torque, such as parking, neutral gear or the gear positions of driving and the quantity of cylinder.
In step 220, determine Hardware I/O event offset period.As mentioned above, Hardware I/O event offset period can corresponding to by switch activated get back to high lift state before must maintain the amount of time of low lift condition.Hardware I/O event offset period can corresponding to the minimum low lift events period, and it can be deduct current low lift events period or the relative timing from minimum low lift events for the constant of concrete engine configurations.The current low lift events period be from the minimum low lift events period after amount of time.
In step 222, close and postpone corresponding to the maximum low lift paramount lift events period, this maximum low lift paramount lift events period is the fixed numbers corresponding to the time period relevant to being transitioned into the high lift event period from low lift.Close and postpone also to change according to Hardware I/O event offset determined in step 220, Hardware I/O event offset is added to the maximum low lift paramount lift events period.Will in a step 220 determined rotation deceleration event from maximum low lift paramount lift events period and Hardware I/O event offset with deduct.In step 224, closedown is postponed compared with zero.When closing delay and being greater than zero, in step 226, fuel and spark continue to be provided to motor.Close the delay period to successively decrease in step 228.After step 228, step 224 is again verified to close and is postponed and determine whether it is greater than zero.If close delay to be not more than zero, so stop fuel and spark to be supplied to motor in step 230.Motor still has enough momentum to be transitioned into the accurate synchronization expecting lift condition.In this case, the default mode of lift mechanisms is high lift state.In step 232, lift sequence is set to independently, which removes and is vented to air inlet lift schedule dependence, and thus allows to be transitioned into expectation lift condition sooner.Only when change motor lift condition when motor is supplied fuel, need this dependence.In step 234, close and postpone to terminate.
Present those skilled in the art can state bright understanding in the past, and extensive teaching of the present invention can be implemented in a variety of forms.Therefore, although the present invention is described in conjunction with its specific example, due to when studying accompanying drawing, specification and appended claims, other amendments are apparent for technician, so true scope of the present invention should so not limit.

Claims (20)

1. control a method for motor, described method comprises:
Detect tail-off signal;
Afterwards, instruction first lift condition;
Determine to close and postpone the period for before the engine is completely stopped valve being changed to the first lift condition of described instruction;
During closedown postpones the period, continue spark and fuel control; And
After closedown postpones the period, end spark and fuel control to kill engine.
2. method according to claim 1, wherein, detects tail-off signal and comprises from ignition system detection tail-off signal.
3. method according to claim 1, wherein, after instruction first lift condition, accessory load of stopping using.
4. method according to claim 1, wherein, after instruction first lift condition, reduces pumping load.
5. method according to claim 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on the rotation deceleration event period.
6. method according to claim 5, wherein, rotates the deceleration event period based at least one in engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
7. method according to claim 5, wherein, rotates the deceleration event period based on engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
8. method according to claim 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on the hardware event skew period.
9. method according to claim 8, wherein, hardware event offsets the difference that the period comprises minimum low lift events period and current low lift events period.
10. method according to claim 1, wherein, determines that the closedown delay period comprises and determines to close the delay period based on rotation deceleration event period, hardware event skew period and maximum low lift paramount lift events period.
11. 1 kinds of control system for motor, described system comprises:
Lift instruction module, described lift instruction module is instruction first lift condition after detection tail-off signal; And
Close and postpone determination module, described closedown postpones determination module and determines to close and postpone the period, continues spark and fuel and control and after closedown postpones the period, terminate spark and fuel controls to kill engine during closedown postpones the period;
The wherein said closedown delay period allows the first lift condition before the engine is completely stopped valve being changed to described instruction.
12. control system according to claim 11, wherein, motor deactivation module produces tail-off signal.
13. control system according to claim 11, also comprise accessory load control module, and described accessory load control module is inactive accessory load after lift instruction module instruction first lift condition.
14. control system according to claim 11, also comprise accessory load control module, and described accessory load control module reduces pumping load after lift instruction module instruction first lift condition.
15. control system according to claim 11, wherein, close delay determination module and determine to close the delay period based on the rotation deceleration event period.
16. control system according to claim 15, wherein, rotate the deceleration event period based at least one in engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
17. control system according to claim 15, wherein, rotate the deceleration event period based on engine speed, friction torque, pump moment of torsion, engine accessory power rating moment of torsion, Transmission gear and number of engine cylinders.
18. control system according to claim 11, wherein, close Delay time segment base and offset the period in hardware event.
19. control system according to claim 18, wherein, hardware event offsets the difference that the period comprises minimum low lift events period and current low lift events period.
20. control system according to claim 11, wherein, close Delay time segment base in rotation deceleration event period, hardware event skew period and maximum low lift paramount lift events period.
CN201010279519.XA 2009-09-09 2010-09-09 Method and system for reducing operating errors in a variable value actuation system Active CN102022212B (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US12/556,190 2009-09-09
US12/556,190 US8290690B2 (en) 2009-09-09 2009-09-09 Method and system for reducing operating errors in a variable value actuation system
US12/556190 2009-09-09

Publications (2)

Publication Number Publication Date
CN102022212A CN102022212A (en) 2011-04-20
CN102022212B true CN102022212B (en) 2015-04-01

Family

ID=43648372

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201010279519.XA Active CN102022212B (en) 2009-09-09 2010-09-09 Method and system for reducing operating errors in a variable value actuation system

Country Status (3)

Country Link
US (1) US8290690B2 (en)
CN (1) CN102022212B (en)
DE (1) DE102010035914B4 (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6805090B2 (en) * 2002-03-28 2004-10-19 Midtronics, Inc. Charge control system for a vehicle battery
CN1721675A (en) * 2004-07-14 2006-01-18 本田技研工业株式会社 Control for an engine having a variable valve-driving unit
CN101151445A (en) * 2005-12-13 2008-03-26 丰田自动车株式会社 Control device and control method for internal combustion engine
CN101169080A (en) * 2006-10-24 2008-04-30 福特环球技术公司 System and method for operating a multiple fuel engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6807931B2 (en) * 2002-06-17 2004-10-26 Borgwarner Inc Control method for transitions between open and closed loop operation in electronic VCT controls
JP3853287B2 (en) * 2002-11-18 2006-12-06 株式会社オティックス Variable valve mechanism
US7243633B2 (en) * 2005-04-22 2007-07-17 Ford Global Technologies, Llc HEV internal combustion engine pre-positioning
US7765966B2 (en) * 2006-03-09 2010-08-03 Ford Global Technologies, Llc Hybrid vehicle system having engine with variable valve operation
EP2100018B1 (en) * 2006-12-29 2018-11-28 Volvo Group North America, Inc. System and method for thermal management of engine during idle shutdown
US8056516B2 (en) * 2007-10-19 2011-11-15 GM Global Technology Operations LLC Variable valve lift transition control methods and systems

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6805090B2 (en) * 2002-03-28 2004-10-19 Midtronics, Inc. Charge control system for a vehicle battery
CN1721675A (en) * 2004-07-14 2006-01-18 本田技研工业株式会社 Control for an engine having a variable valve-driving unit
CN101151445A (en) * 2005-12-13 2008-03-26 丰田自动车株式会社 Control device and control method for internal combustion engine
CN101169080A (en) * 2006-10-24 2008-04-30 福特环球技术公司 System and method for operating a multiple fuel engine

Also Published As

Publication number Publication date
US8290690B2 (en) 2012-10-16
DE102010035914A1 (en) 2011-04-07
CN102022212A (en) 2011-04-20
US20110060516A1 (en) 2011-03-10
DE102010035914B4 (en) 2017-06-22

Similar Documents

Publication Publication Date Title
CN101440751B (en) Diagnostic system for valve actuation mechanism
CN101793199B (en) Variable valve apparatus
KR100417143B1 (en) Valve timing control system for internal combustion engine
US20090048763A1 (en) Control Apparatus and Control Method of an Internal Combustion Engine
US8205585B2 (en) Variable valve gear for internal combustion engine
CN101263289B (en) Control apparatus and control method for internal combustion engine
JP2002106312A (en) Variable valve system for internal combustion engine
US8875680B2 (en) Control device for internal combustion engine
CN101881184B (en) Two-step oil control valve diagnostic system
EP1957762B1 (en) System and method for hydraulic valve actuation
CN104675470A (en) Variable valve actuation apparatus for multi-cylinder internal combustion engine and controller for the variable valve actuation apparatus
CN101429881A (en) Variable valve lift transition control methods and systems
JP2001355469A (en) Variable valve system for internal combustion engine
CN101963106A (en) The diagnostic system that is used for the compensation of valve actuation camshaft transmitting assemblies
EP3636900B1 (en) Control strategy, device, and non-volatile computer storage medium
JP4039239B2 (en) Variable valve control device for internal combustion engine
CN103016180B (en) For diagnostic system and the method for variable valve lift mechanism
CN104034355A (en) Engine Valve Position Sensing Systems And Methods
CN102022212B (en) Method and system for reducing operating errors in a variable value actuation system
CN108223145B (en) Method for controlling valve timing and valve opening duration by CVVT and CVVD device
CN102128092B (en) Engine including intake vacuum management system
JP4876966B2 (en) Valve characteristic control device for internal combustion engine
JP2002089305A (en) Variable valve device for internal combustion engine
US8336511B2 (en) Method and system for controlling a cam phaser
JP5281449B2 (en) Control device for variable valve mechanism

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
C14 Grant of patent or utility model
GR01 Patent grant